Sylvania



March 20, 1928.

A. J. WEST INTERNAL COMBUSTION ENGINE March 20, 1928.

A. J. WEST INTERNAL COMBUSTION ENGINE Original Filed Nov. 9. 1920 '7 Sheets-Sheet 2 lf INVENTOR .Ide/Iwan 3766i.

3:/ Wx/@ /I/Qag a ATTORNEY March 20, 1928. R. 16,909

A. J. WEST INTERNAL GOMBUSTION ENGINE Original Filed Nov. 9. 1920 '7 Sheets-Sheet 5 En 5: y??

BY ff@ March 20,-1928. Re, 16,909

A. J. WEST INTERNAL COMBUSTION ENGINE Original Filed Nov. 9. 1920 '7 Sheehs-Sheet 4 if f5 INVENTOR Ffa-Z.

v Re, 16,909

March 20, 1928.

A. J. WEST INTERNAL COMBUSTION ENGINE Original Filed Nov. 9. 1920 '7 Sheets-Sheet 5 ffy 61 if .ff ffy-f i? 4 L INVENTOR 415 /Z Wikia" Imola has.

March 20, 1928,

A; J. WEST INTERNAL COMBUSTION ENGINE original Filed Nov. 9. 1920 'r sheets-sheet e INVENTQR frh/I' Jaizsm Irl/S Re,v 16,999

' March 20, 1928.

' A. J. WEST INTERNAL coMBUsTIoN ENGINE original Filed Nov. `9. 1920 'r sheets-sheet 7 INVENTOR- named Mgr. zo, 192s.

UNiTED STATES PATENT oFF-ICE.

ARTHUR JACKSON WEST, 0F BETHLEHEM, PENNSYLVNIA, ASSIGNOR T0 IBETHLEH'EI STEEL COMPANY, OF BETHLEHEM, PENN SYLVAN IA, A CORPORATION OF PENN- SYLVANIA.

INTERNAL-COMBUSTION ENGINE.

Original application filed November 9, 1920, S.e1ial'No.`422,753. Renewed December 29, 1925. Original No. 1,602,089, dated October 5, 1926. Application for reissue filed July 13, 1927. Serial No. 205,471.

My invention relates broadly and generally to new and useful improvements in 1nternal combustion engines, and more particularlyl to that type wherein fuel for comhustion is injected` into working cylinder and ignited by heat in the cylinder, for example, that heatresulting froml compression of a gaseous component of combustion in the cylinder, although it.will he understood that in its broad aspect the invention embodies many features applicable to all type of internal combustion engines. i

Engines of the general type' mentioned in existence prior to my present'invention, so

far as I am aware, have been objectionablel from a commercial standpoint because of certain inherent structural defects and limitations Which my present invention obviates. Among such .defects and limitations are the following: In li-stroke-cycle engines operating on said principle, the weight of the en. gine, and the space occupied by it, are necessarily objectionably large, due to the fact that. cach cylinder makes only one power stroke in four, and consequently the Weight per horse-power developed is unduly large and out of proportion to any supposed advantages gained by the use of such an 'engine. In order to overcome-this diiliculty numerous attempts have been made to construct engines operating on said principle so as yto function on a .f2-stroke cycle, but these too 1 have not proved commercially available, especially when designed to produce large horse-powers at comparatively1 slow speeds. for example, an engine such as might be required to furnish power in av large poWerplant, or to drive ships of considerable size. These prior 2-stroke cycle engines have been only partially successful, duc to the fact that the heat effects in the power cylinder. and adjacent parts, resulting fi-oin the explosion lof the coinlnistiblev charge, were not properly controlled, thus resulting in craifking and destruction of` such cylinders and parts, which of course, nieans the incapacitatiiig ol' the engine for any useful purpose. This has been diie to the fact that in large engiiiesworking at" comparatively 'slow'speeds, the cylinder, or

cylinders, 'is necessarily of Y considerable length retuirin r lhe admission of scavcn ring air at the top'or that end of the cylinder opposite the exhaust ports, in order to provide for complete scavenging and in engines of this type the cylinder, cylinder heads and other parts exposed tothe highest heat effects have been necessarily so constructed that deterioration and failure of the metal `of the cylinder and parts has resulted usually vfrom such heat effects, which could noirbe efliciently controlled or prevented, so that the life of the cylinder and-heated parts has -been shortened to such an extent as to prevent commercial success of such engines.

Another inherent objection has been that eliicient means have'not heen provided for controlling or preventing deleterious heat effects resulting from the wide dierences of temperature between that portion of the cylinder which is exposed to the greatest heat, and that external portion which is in Contact with the cooling medium for the,

cylinder. These large differences in temperature have resulted in differences inthe extent of expansion and contraction between forces result-ing from the explosion, or from expansion and contraction of the cylinder under heat effects. Furthermore, it has been impossible to keep the temperature of all portions of the cylinders or other heated parts suiiiciently near to the average temperature of .the Whole cylinder oi' heated parts` to prevent deterioration and consequent failure of an overheated portion,` due .to the unequal heat effects in the local area which fails,` in other words to prevent `the possibility of certain areas becoming heated to such an' extent in .excess of the average temperature of the cylinder as to result in hot spots.

One object of my invention, among others, to be more fully described hereinafter, is to provide an engine commercially available for the'generation of large horsepower at compartively slowspeeds, in which the objections above set forth will be obviated, and in which the heat effects may be efficiently controlled within the limits of safety in such an engine necessary to its commercial success. Other objects will appear in the 'following detail description of the invention.

The invention consists in the improved construction and combinations to be more fully described hereinafter, and the novelty of which will be particularly pointed out and distinctly claimed.

I have fully and clearly'illustrated my invention in the accompanying drawings to be taken as a part of this specification, and wherein Fig. 1 is a longitudinal vertical sectional view of a portion of an engine made in accordance with my invention;

F ig. 2 is aftransverse sectional View of my improved engine;

Fig. 3 is a side elevation ot a section of my improved engine with the valve mechanisms removed;

Fig. 4 is a. plan view of the apparatus shown in Fig. 3; l

Fig. 5 ils a. fragmentary sectional view showing my improved scaveuge and fuel injection valve mechanisms;

Fig. 6 is an elevational view of one of my improved engine cylinders;

Fig. 7 is a sectional view of one of my improved engine cylinders;

-Fig. 8 is a plan view viewed from the top of the cylinder shown in Figs. 6 and 7 Fig. 9 is a plan view viewed from the bottom of Figs. 6 and 7;

Fig. 10 is a fragmentary sectional view showing a modified type of cylinder construction;

Fig. 11 is a detail plan view of the exhaust collector;

Fig. 12 is a sectional view taken along the line XII-XH of Fig. 11 viewed in the direction of the arrows;

Fig. 13 is an elevational view of the exhaust collector;

Figs. 14 and 15 are detail views showing pedestal members for the ends of the -en- Figs. 16 and 1T are detail views of pedestal constructions for adjacent two-cylinder engine structures;

Figs. 18 and 19 are detail views of intermediate pedestal members;`

Fig. 20 is a detail sectional view showing packing for intertitting jacket and exhaust collector portions.

Referring to the drawings by characters of reference, 1 designates generally the bed of the engine, the same being preferably cast in an'integral structure for each pair of cylinders as a suppcrt forl the engine frame, and also with bearings for the crank shaft. rIhis bed consists preferably of lontension.

gitudinalflanged side members 2, 2 (see Fig. 2), a trough member 3, and end members or walls 4, said members 2,.l'*and 4 constituting a casing for the crank shaft of the engine. Within the-crank casing and integral with the walls of the latter, are

transverse supports (see Fig. 1) for the bearings 6 for the crank shaft 7. The crank due to the operation of the engine tending to rupture the crank casing. These bolts 9 are adjusted to an initial tension in excess of any tension to which that part of the crank case is subjected, so that the crank casingis relieved of transverse disrupting The side members 2 of the crank case or bed of the engine are adapted to rest upon any f suitable foundation f (not shown), and to sustain the weight of the engine in such manner that the trough 3w of the crank case is not directly supported by the foundation.

Supported on the bed just described, are the side `frames or standards 12, 13 arranged in groups of three pairs, each of which groups supports two power cylinders. At their upper ends the pairs of each group are connected and rigidly braced by means of horizontal girders 14, arranged between the frames, and having anges 14a secured thereto, in any suitable manner, for example bolts 14", The pairs of frames at the eX- treme ends of the engine frame structure eachsupport a pair of vertical, hollow pedestals 16, connected' by transverse, vertical webs 17, while the pairs of frames-at the adjacent ends of said groups support pedestals 18, the pedestals on the frames of one groupbeing connected to the pedestals of theadjacent group by vertical webs 19 and upper and lower horizontal webs or ianges 20, (see Figs. 16 and 17). and said pedestals being further braced by transverse, vertical webs 21, said pedcstals and webs being preferably cast in a rigid, integral structure. as shown in Figs. 16, 17.. The connectors formed by the pedestals 18 and their connecting webs constitute a lateral and transverse brace between adjacent groups of said frames. Between the pedestals 16 and 18, just described,

are intermediate hollow pedestals or columns 22.

Upon the upper ends of the pedestals 16, 18 and 22 on each group of frames is supported a cylinder support 23. the same being shown in plan view in Fig. 4, and in elevation in Fig. 3, said cylinder supports and pcdestalsbeing connected to 'the engine frames by vertically extending tiemembers or tensitm-members 24 extendingl through :leeres or hollow columns 25 formed in the cylinder support, sleeves 26. on the side :frames 12 and 13 and through the bottom of the crank case The tension-members 24 carrynuts 27. Q8 threaded. respectively, on the lower and upper ends thereof and abutting the upper surfaces of the members 23 and the bottom ot the crank case, said nuts being operable to place said rods under tension thus rigidly securing together the intervening parts. Itwill be seen that the pedestals 1,6, 18 and Q2 constitute spacersbetween the upper ends of the .standards l2, 13 and the cylinder supports Q3. rl`he members 24 are placed under initial tension `greater than the working stressdue to the operation of the engine, thus relieving the intervening parts from all tension stresses. The members 23 are each prm'idcd with tw circular spaces Q9 theretln'ough, in each ol whichspa'ces is located one ot' the working i cylinders 3() ol the engine. These cylinders are ot' a novel construction which will now be described:

Each cylinder (see particularly ll'igs; G and 7) consists of an annular wall 31 ot such length and diameter as the power output or" the engine may require. At its upper portiouthe inner cylindrical wall of the engine cylinder is merged into a tapered or contracted portion 32 having a downwardly flaring surface 33 terminating at the upper extremity ofthe cylindrical bore. said tapered surface performing a function to be presently described, and torn'iing part oit the combustion space ot the cylinder'. From the contracted portion 32 the shell of the cylinder is extended upwards, as at Bil. where at itsl upper end portion it connects with an overhanging wall or jacket member IE5 extending downward to a point preterably below the point at which the cylindrif cal bore ot' the cylinder merges with the contracted portipul. said overhanging wall 35l being spaced from the cylinder wall proper in order to provide a space 36 for the circulation otA a suitable cooling medium such as water. ln the construction, the annular tn'erhanging wall 35 is not connected to the cylinder wall proper at any point7 e3:- cept at the cxtreme upper end. thereby pro- 'viding an unobstructed. annular space bctween the cylinder wall or'jacket member and said overliangingI wall t'or the circulation ot the cooling mediun'nand to allow expansion and contraction of said walls in'- dcpendcntly ot each other. lll/'hilo l/have.. in the preferred construction. shown the ovcrhanging wall or ljacket rneinher cast integral with the upper end oit the cylinder structuredA may if desired, make said wall ,tace of the flange or jacket member in a separate castin and bolt the same to the cylinder head, as s iown in Fig. 10. The lower edge of each of the overhanging walls is provided with an outwardly extending circumferential flange 3T resting upon the member 23, whereby the ycylinder is supported on the member 23 by said overhanging wall or jacket member, and the main body portion of the cylinder is l'ree to expand and contract longitudinally troni its extreme vupper end to its extreme lower end. The wall 35 is also provided with an upper flange 38 having openings 39. through which, and openings 40 in the said liangc 3?'. extend securing studs or bolts 41, the lower ends ofwhicli are threaded into the ysaid member 23. and the upper ends ot which are provided with heads 42 which engage the upper face ot' llange 38. whereby the upper endof the cylinder 30 is rigidly connected to the -cylinder support 23. It will be seen that by this arrangement the cylinder wall is tree to expand lengthwise toward the crank shalt without regard to the support on or connection to the member 2P. lt will be seen that my improved engine cylinder is substantially bottleshaped in outline, that is, it has a cylinder portion 30 defining the piston bore and a flaring or contracted portion 32 which merges into the contracted or neck portion 34, thelatter portion being connected to the overliangiging supporting wall or jacket member I In Fig. l() the upper end of the cylinder proper is provided with an annular lateral tlangc 36D received in an annular recess 3G beneath an inwardly directed annular flange 3G formed integral with the part the cylinder being secured to said 'part 35 by means ol stud bolts il? corresponding to the valve cage holding and cla'n'iping studs hereinafter mentioned. and passing through openings in the flange 36d. and threaded, as

at lll. into the flange 36". said bolts' each having a lined shoulder 41 integral therewith. and engaging the top ot the flange 361. whereby the parts are clamped together. Suitable fluid-tight packing Stf niay be interposedbetween a shoulder 36g on the'outcr 36 and the bottom ot the recess 3G". 'lhe upper and lower flanges 37. .3R are connected b v integral ribs dil. preferably also integral with the member 35.

'lhcl'cylindcr walls are relieved from lon gitudinal strains bv the tollowing structure. which. .as a longitudinal strain opposing structure. l believe to be new. Surrounding that portion ot' the cylinder containing the llt) initial comlnistion space where the highest` pressure and temperature occurs. is what 'l mayY term a circular or annular truss construction. consisting ot' ovcrhanging wall 35 the llanges 2li'. d8. the ribs 43 and the bolts ior studs 4l. The, llanges and ribs are preferably. although not necessarily,'integral with the cylinder, but may be cast separate- 1y therefrom. The bolts or studs 41 preferably extend only from flange 3S toand through flange 37, and are 1preferably in circular arrangement. This A'truss structure extends above, and preferably below the top of the combustion space of the cylinder, as shown, and forms a support for the cylinder which is rigid against explosion stresses, but permits free expansion and contraction of the cylinder resulting from changes in temierature.

The water jacket wall 35 extcndsfromits junction with the cylinder above the top of the combustion chamber downward to a point below the top of the piston stroke. It thus encloses the initial combustion occurring within the tapered portion of the cylinder. This construction possesses the advantages that the connection ot t-he water jacket with the cylinder' is removed from the locality of the greatest heat, and the tapered `wall of the cylinder, the water cooling outsidel thereof and the air cooling inside thereof, as hereinafter described, all contribute to most favorable temperature conditions. .The cylinder wall proper is of Agreater thickness at the upper or explosion end, the thickness decreasing `gradually toward the exhaust end. This reduction in thicknessis permissible, due to the decrease in pressure between `the upper end of the cylinder and the piston as' the latter descends, and is advantageous in increasing the cooling'effect, and decreasing the weight of the cylinder.. The lower end of the cylinder Ais provided with an upwardly directed wall or jacket member 44 spaced from the main cylinder wall and forming an annular space At5 for'the circulating of cooling medium. The upper end of said wall or jacket member 44 terlninates a distance from the lower edge ot' the wall 35, the space be-tweenthe same being bridged or closed by a cylindrical jacket member 46v rigidly supported on the member 23 in the'space between the latter and the main cylinder wall, and together with the walls or jacket members 35 and 44 forming an annular cooling space for theeirculation of cooling medium. noted that this cooling space extendsl roma point above the contracted space v32 to the extreme lower end of the cylinder. The upper edge of the wall of jacketl member 44 is provided with an outwardly directed ange v47 (see Figs/1, 2 and 7) vbetween which. and an inwardly directed flange 48 on the member 46, is suitable packing 49 to prevent leakage of the cooling medium between the parts, while at the same time allowing movement of the wall or jacket member 44 longitudinally of the member 46, ldue toexpansion and contraction ofthe cylinder under heat effects. A great advantage of yhaving thecooling space extend entirely to It will be the lower end of the cylinder resides in the fact'that any sediment, such as mud, salts, etc., which may be deposited from the cooling medium will drop to the lower-portion of the annular space 45 and out of the area where it is necessary that cooling medium be present at all times.

The water jacket wall comprises three sections, two ot which join the cylinder walls at opposite ends, and -the third of which forms a telescopic joint with one of said two, and extends to the other of the two, the two end sections surrounding, respectively, the combustionspace above the cylinder stroke and the exhaust openings;

The wall of the waterjacket is connected to. the cylinder above the combustion space and extends 'downwardly to enclose the coinbustlon space above the cylinder stroke being substantially free of the cylinder wall opposite the combustion space." Any suitable means may be provided for circulating a cooling medium, preferably water, in vthe cooling space surrounding the engine cylinder, said means` preferably consisting of an inlet 'pipe or pipes 30a sealed in an opening 30 in the wall 35. and connected to a Adownwardly directed pipe 30, the lower open end of which terminates closely adjacent-the,

bottom end wall of the cylinder cooling space, as at 30d. The water or other cooling medium circulated in the cooling space rises in the upper portion thereof and flows out through one or more connections 30e, the

upperend of which is located adjacent the point ot' union between the wall 35` and the part 33, and the lower end of which is connected to and communicates with an outlet coupling 30f, suitably sealed in an opening 30g in the wall 35. It will be understood that .the cooling medium may flow from any suitable Asupply and be circulated in any suitable manner. By the arrangement shown, thel cooling medium vcirculates throughout the entire cooling space,'and by locating the inlet and outlet. in the manner described` vapor pocketing in the upper end of the cooling space is prevented. lt is pref erable to locate the couplings for thel inlet and outlet connections adjacent the lower endet the part 35 so as not to weaken the truss structure. which would result it con-V nections were made at points higher in said member 35. At the lower end portion of the cylinder are a plurality of radially arranged' exhaust ducts 4W. preferably formed integral with the cylinder wall proper and the upwardly ydirected wall or jacket member 44. These ducts are preferably cast integral with said walls so that all possibility of leakage of the cooling medium into the exhaust ducts, or of gas into the cooling medium space is veffectively prevented,'while at the same time the desired flexibility of the cylinder wall is retained. The eithaust ductsl preventescape of exhaust gases.

49 are preferably arranged as a circumferential belt near te the lower or exhaust end of the cylinder so as to divide the cooling space into annularl portions arranged above and below the exhaust belt which portions communicate with each other through the spaces between the duct walls. i 1n this way, circulation of cooling fluid may be had to an adequate extent throughout the cooling space and the exhaust end structure of the cylinder may be sufficiently cooled. As shown, the ducts are elongated in the direction of length of the'cylinder. rl`his feature affords adequate exhaust arcawithout having ports too wide in a circumferential direction, thereby resulting` in the retention of suilicient strength in the material of the cylinder between ducts and also a large ratio of exhaust port wall area to exhaust port cross sectional area in order that adequate cooling surfaces for the exhaust ports may be provided. The exhaust ports are inclined outwardly and downwardly so that the exhaust gases may leave the cylinder with a minimum degree of turning, thereby facilitating the passage of the exhaust gases to the exhaust collecting apparatus to be described. The bridging jacket member ,46

engages the lower jacket member externally/ for the 'reason that, in practice, the lower end of `the cylinder construction, including the jacket member 44 and the ports 49, tend to be maintained at higher temperatures than the bridging jacket member 46. Therefore, by having. the bridging jacket member arranged as an outer telescopmg member, a tight joint is at all times assured and expansion'ofthe outer member away from the inner member avoided. i Surrounding each power cylinder at the lower end portion of the latter is an exhausty collector 50 consisting preferably of a water-cooled annulus 51 supported from the lower portion of the cylinder support 23, andsecured to the latter by studs or bolts 52 passing through a fla nge 53 and entering said element 23. Each ofthese exhaust collector members is provided with an annular exhaust-receiving chamber 51 surrounding the cylinder at that area of the latter at-the exit of the exhaust ducts 4Q?, previously described. The exhaust from these ducts 49 passes into the annular chamber 54 and thence through an outlet duct 55 into the exhaust pipe 56. The lower end of the cylinder 30 extends'below the lower edge of the exhaust collector and may slide relative to the latter when expanding and contracting due to heat effects. A packing consisting of a stuffing-box 57 (Figs. 1 and 2) is carried by the exhaust collector and engages the lower end of the cylinder to The web connecting the lower` end of the cylinder with'vthe upwardly directed wall or jacket member 44. is provided with a plurality of annularly arranged clean-out openings 58 which are yclosed by an annular closure plate or ring 59 secured to the lower end of the cylinder by any suitable screws or studs {it- Vting openings 60 (Fig. 9) at the lower end of the-cylinder, ysaid openings 58 being located below and in line with the spaces between the exhaust ducts.

The upper end of the exhaust collector is provided with an annular recess 61 which receives the flange Ald, and between which flange and the base of the recess is tire-packing 62, for example, asbestos (Fig. 20), which engages the outer surface of the wall ad and prevents escape of hot gases at this point, said lire-packing also serving to protect the fluid-packing 49, which may be of rubber or other suitable material.

The piston is indicated generally at 4l (Figs. l and 2) and includes a head 63 and a barrel portion 64 constituting a piston guide the lower end of the said barrel portion being connected to 'a cross-head 65, which in turn is connected to the upper end of a connecting rod 66, the lower end of which is provided with a bearing-box 67 on the crank pin 68 of the crank shaft 7. The cross-head is provided with end extensions 69 carrying slide members 70 (Fig. l) which slide on the cross-head guides 7-1 bolted to the members 12, 13 of the Ina-in frame of the engine.

The fuel and air injection 'valves Will now be brieliy referred to.

Referring particularly to Figs. l, 2 and 5 of the drawings, 72 designates an annular shoulder in the upper end of the cylinder wall structure above the tapered portion 33, heretofore described, and seated on this shoulder is an annular valve-supporting member or cage 7 3, said cage being prefer'- ably cylindrical in form, and having at its upper end an outwardly directed liange 74 resting on a chamber 7 5 which is supported on the upper end of the engine cylinder, as at 76 (Fig. `5), and rigidly secured thereto by bolts -or studs 77 passing through said flange and chamber and threaded into the upper end of the cylinder, as at 78, said cage extending downward through said chamber.

`The 'shoulder 72 constitutes a joint beyond which the heated gas cannot pass, and therefore no part of the interior surface of the cylinder wall 33 above this joint can receive heat from the combustion. It is to be noted that the cooling space 36 extends well above the joint 72 so that there is no possibility of a hot spot atthis portion of the cylinder. The upper` end of the valve cage is closed by a cap-piece 79 secured tothe body of the cage, while the lower end of said cage is left open in order to communicate with the upper end of the engine cylinder, such vtain ducts'for air admission for 'air starting valves, and a safety valve, to be described later.

lVithin the cage 73 adjacent the lower end thereof, is a bearing member 84 having a circular opening 85 constituting a guide for the stem of scavenging valve, and supported by arms 84a connecting the same with the cage. This valve is shown at 86, and is preferably circular inl form and arranged concentrically with thecylinder bore to cooperate with the seat 83 to control communication between the interior of the valve cage and the upper end of the engine cylinder. |This valve is carried by the. lower end of a sleeve stem 87 sliding` through the said opening 85, a bearing sleeve 88 surrounding said stem 87, if desired. The stem 87 is preferably integral with the valve and the two are joined on a downwardly andV outwardly flaring face.89 against which air from the cageis' directedby a downwardly and inwardly inclined annular face 90 on the said flange 81 thereby cooling the valve.

The parts just described are so proportioned that air flowing inward and striking said face 90 will be deflected upon the face 89 and finally issue in annular expanding form concentric with the cylinder, and which is double cone form in cross-section, as indicated in Fig. 5, against the face 33 of the cylinder and also toward the axis of the cylinder, by which, means thevalve and the adjacent faces of the cylinder are subjected to the most eilicient cooling effects olfI the entering air, and the. cylinder is cleared of burntgas. At its. upper end portion the stem is provided with a cross-head 91 surrounding said stem and held thereon between a flange 92 on the stem 'and a clamping nut '93 threaded on the upper end Vof the stem-as at 94. vThis cross-head carries a bearing ring 95 (Fig. 5) which slidably engages the inner surface 96 at the upper end of the valve cage, said ring 95 and the said guide surface 96 serving to properly center the valve stem within the cage, and to guide thestem during its reciprocations. Air is admitted to theinterior of the valve cage from the scavenging air supply ,chamber 75 mounted on'the top of each of the linders of the engine, and held between e 'flange 74, heretofore described, and the by means of the said c. t top of the cylinder A'bolts 77 (Fig. 5).' r1`his air chamber 75 communicates with the .valve cage through a plurality of ports 97 (see Fig.'5).

In the cap-piece 79 are a pair of guide orifices 102 (Fig. 5), in each of which'slides a plunger 103, preferably carrying packing 104 cooperating with the inner bore of the opening 102 to seal the same against leakage of scavenging air. At its lower end each plunger 103 is provided with a threaded extension 105 passing through openings 106 in the said cross-head 91, and an opening 107 in the said ring 95, the ylower end of said eX- tension carrying aV clamping nut,108 which is operable to clamp the ring95 against the drosshead 91,. and the latter against the ,shoulder 109 on the said extension 105,

whereby the parts are rigidly connected. At its upper end, each of the members 103 is connected by a pair of links 110 to one end of each of the levers 111, the same being fulcrumed at an intermediate point 112 on a bracket 113 secured to the upper wall of the member 75, heretofore described. The opposite ends of the levers 111, from those heretofore described, are connected by a cross-pin 114 carrying a roller 115 which is adapted to be engaged by a cam 116 on a. cam carrier 184;L keyed on ashaft 117 driven from the crank shaft and operating said cam to engage the said roller to exert a downward movement on the scavenging valve to open communication between the interior of the valve cage and the power cylinder. The scavenging valve is normally urged toward closed position by means of an expanson spring 118 surrounding the said stem 87, and at its lower end abutting a collar 119 on the sleeve 88, and at its upper end exerting its vforce against the cross-head 91.

Throughthe bracket 84 is an opening 120 registering with an opening 121 in the sleeve 88, and connected to said opening is a pipe 122 connecting with aduct 123 in the upper end 74 of the valve cage, which duct is in turn connected by a pipe 124 with a source of lubricating oil supply, by which arrangement proper lubrication isy provided for the reciprocating movement of the scavenging valve sleeve. V 1

yBriefly my improved fuel injection valve com-prises a valve stem slidable axially `of the scavenge airvalve stem 87, thev stem 130 having a conical valve 131 at its lower end cooperating witha valve seat 132 car-v ried by stationary sleeve structure'133 fitting Within thel stem 87 and suspended from the top of the cage structure. At' itsupper end, the stem 13'0 is adjustably connected to suitable operating mechanism includin journals 134 fitting in bearings 135 of' a gever 136 which is operated from the cam lshaft 117. Fuel oil is supplied from an inlet 137 to the annular space between the valve stem ,130 and an intermediate sleeve 138,. the oil pass.' ing through such annularspace, down the stem 130, and through the openings 139 in' the lower end of the sleeve 'toV the atomizer 140.' Injectionairrenters the inlet opening l41 above the ca e and passes to the annular space between tie intermediate sleeve 138 and the stationary sleevestructure 133 from which is passes to the atomizer. It will therefore, be apparent that the fuel oil in passing through 'the atomizer will be thoroughly divided by the air and discharged into the combustion space ofthe' engine cylinderin finely divided state when the valve 131 is opened.

As the scavenge air valve 86 and the fuel valve structure are arranged at the top of the combustion space, it will be apparent that they are located adjacent to the region of, highest temperature ranges in engine operation. Hence, in order to avoid possible cracking of oil immediately above the valve 131, I provide the stationary sleeve structure with suitable water-cooling means, water being supplied to the channel 145 of such sleeve passing to the bottom of the sleeve structure,

around the valve structure, and then out of the passageway 146 to a suitable outlet not shown. Heat resistant packing 147 is interposed between the lower end of the stationary sleeve structure 13?, and "the hollow interior of the stem 87 of the scavenge air valveI in order to elirct a thorough seal betweenthese parts.

Fromthe foregoing, it will be apparent that my improved engine possesses several important advantages from the standpoints of rcmovability of parts, cooling, resistance to working stree'sses, and capability of Withstanding high temperatures. j Y Each cylinder and itsl valve cage may be placed in position or removed with respect to the tabular support by upward movement of the cylinderit being necessary only to screw up or remove thesbolts 41. Each of the cages readily removable from its cyl.u inder.

@wing to the fact that each of the cylinspacing or supporting webs, whereby the en#l tlre outer surface of the cylinder may be en veloped by .cooling luid.v To this end, the

i ends of each cylinder have jacket members joined thereto and a third jacket member is connected to one'of the first jacket members and has a telescopic fluid-tight tit with res ect .to the other jacket member, whereby tic jacket construction will accommodate itself to the length offthe cylinder'. Cooling water is supplied near to the bottom' of the jacket space, and then it passes upward as a continuous and uninterrupted annular sheet bathing thel entire surface of the cylinder from a point Well below the exhaust open'- ings to a point well above the valves construction. U

Each ofthe cylinders is provlded W1th a piston bore portion and aeont-racted'portion which has a' convergent combustion space; and, above the combustion space, the contracted portion has an axial opening to receive a. valve cage having all of the necessary valves. In other Words, each cylinder is bottle-shaped, the cylindrical. portion affording the piston .'bore, the flaring portion providing the convergent combustionspace, and the neck portion having the valve mechanism therein. As the neck portion is imperfora'te -from end to end, the cage is provided with the necessary valve-controlled passages it'or the admission of fluids lto the cylinder. This results, not only in a cylinder construction `which may be readily cast, but also one in which cooling to the best advantage where most required is obtained. Also, as vthere are no openings extending through the cylinder wall, the danger ot' heat cracks is avoided.

The upper jacket member is joined to the upper end ot' the neck portion, surrounds the latter, the flaring portion, and the upper end of the piston-bore portion; and the lower lcnd of such jacket member rests on and is secured to the horizontal support as elsewhere more particularly herein set forth.

Owing to the fact that all admission of fluid takes placethroug'h the valve cage, it is possible to east a cylinder with the terniinal jackets asl a symmetrical*construction which has the advantage of greater uniformity of contraction andexpansion and consequently the tendency to distortion or the development ot' internal stresses is ren duced.

As cach cylinder is supported by a inember joined to the outer end of the neck por tion, the working forces are'applied directlythrough the upper jacket member to the supporting structure and the cylinder 'is relieved. Aof axial stresses due to engine operation. By having the wall enclosing the combustionspace flared, the unit stresses are v`reduced over what suoli stresses would be if the combustion Was defined by a portionof the piston bore portion. y

'Air issupplied to each cage byja chamber which is clamped in place between a peripheral. flange on the cage structure and the outer end of the cylinder structure, the cage having an inlet ,port communicating with the chamber. I i

lt 'will be notedy -that each of the tabular supports 23 sustains the Weight of a pair of cylinders, Atheir jacket constructions, and the exhaust collectors therefor.

I Vurthermore, with my improved type ofv engine7 the tension bolts 24 are adapted to resist working forces ot' the engine in order to avoid possible vibration' and oosening ot' various engine parts.A Also, the transverse bolts 9 below the crank shaft bearings and terminating outside of pai-rs of upright bolts 24 Serve to reinforce the engine Structure beneath the bearings. As hereinbefore pointed there will always be residual tension in the l bolts tending to hold the parts of the engine firmly together.` Also, the reaction of the crank shaft in its bearings is effectively resisted by the vertical rods or bolts24 together with the transverse tension ,rods or bolts v9, the latter having their nuts 10-and 11 screwed up .so as to 'place them under ini- :tial tension. l It will, therefore, beapparent that the crank shaft bearings are supported not only by the casing structure but also by the v ertical rods or bolts 24 and by the transverse rods or bolts 9. The transverse rods or bolts 9 resist deflection due t'o the reaction at the bearings incident toengine ration. The long rods 24 resist forces applied in opposed directions `to the head ends' of the cylinders and to the crank shaft bearings and the rods 9 resist deflection due to bearin reactions. Hence it will be seen that the gr ing subjected only to compression stresses, the working forces of the engine .manifesting themselves as tension stresses Y in the which are resistedl by the bolts 9 and 24u By the use oftension rod members made of high class materials and., disposed in they advantageous manner herein disclosed, it will be apparent that the. frame members and the casin structure may be made lighter, thereby,- e ecting a considerable saving inweight of the engine. 4 The engine being in operating by fuel combustion, the cycle of the piston and the 'operation of the fuel inlet valve and the scavenging valve are as follows: Referring particularly to Fig'. 1, the lcfthand iston 1sV shown in position at which its cyinder is about to receive, or is receiving the charge through the fuel inlet valve, and the righthand piston is shown in the exhaust position, the scavenging valve of its cylinder being open to permit scavenging air to blow the v products of combustion downwardv through the exhaust .ducts When the piston is ition shown in the left-.hand c linder in 1, the spring 118 exerts its orce to maintaln the scavenging valve 86 closed, and a camshaft 117 and the intermediate connections opera'te'to move the valve 131 .to open position, permitting the -fu'el mixed amework of my engine acts as aV spacingestructure various parts, such framework with the atomized injection air to enter the cylinder space above the head ofthe piston.

:The fuel valve'then closes and the heat in the cylinder ignites theffuel and causes the same to'burn, thereby exerting its force to vducing the pressure within the engine cylinder to substantially atmospheric pressure. As soon as the cylinder pressure is thus lowered, the cam 116 acts on the roller 115 to thrust the scavenging valve 86 inwardly away' from its seat, whereupon the compressedl air in the chambers rushes down past the scavenging valve and drives before it the column oiv spent gases Vremaining in the cylinder, these gases, together with the scavenging air, passing outward through the exhaust ducts 49. Preferably the supply of scavenging air is'psucli as to insure 'complete scavenging of the cylinder, and a little excess ofv scavenging air after the last of the burned gases has been expelled. The piston then starts upon itsreturn stroke, and since it has covered the exhaust ports 49 to close the same, and preferablyv soon after such ports have been closed, the scavenging valve is permitted to close by the cam 116, and the cylinder charged with pureair is then compressedv until the piston reaches the v position shown in the left-hand cylinder in 1g'. 1,' whereupon, the inlet fuel valve 131 is again operated, `as heretofore described. The diameter of the opening for the scavenging air, and the location of the scavenging valve is such that the scavenging air strikes the vale and is defiected in a hollow cone-like form into VContact with the tapered portion 33 of the upper portion of the cylinder so that the scavenging air not. only is spread over the entire transverse area. of the cylinder so as to completely scavenge the latter, but serves to cool the scavenging valve, and also by its contact with the cylinder walls to exert its cooling ei'ectthereon.

What I claim and desire to secure by Letters Patent of the United States is:

l1. In an internal combustion engine, the combination of a cylinderV structure having a piston bore portionand alaterally im' perforate contractedportion extending to .one end of the structure and single supporting means for the cylinder connected only to the contracted portion beyond the combustion space for supporting the engine cylinder and Afor resisting axiali'working' forces, whereby the piston bore portion andy the part of-.the contractedl portion between thesupportmg means'and the-piston bore portion are free to expand andto contract relatively to the supporting means and whereby said portion and part `are relieved of tension stresses due to axial working forces.

2. The combination, with an internal combustion engine cylinder structure including contracted neck and piston borev 'portions joined by a fiaringportion, of cooling jacket means for the cylinder structure including a member joined to the neck portion beyond the junction of the latter with the flaring portion and constituting the sole supporting means for the cylinder structure.

3. The combination, with an internal combustion engine cylinder1 structure includingcontract-ed neck and piston bore portions 'oined by a Haring portion and the piston ore portion having exhaust port means extending through its wall near to the end thereof opposite'to the neck and flaring portions, of cooling jacket means for the cyilnder structure including a member joined to the outer end of the neck portion, whereby the cooling space ,extends beyond the combustion zone, and said member constituting the sole supporting means`for the cylinder structure.

4. A one-piece, cast, cylinder construction comprising a piston bore portion, a converging portion defining a combustion space and joined to one end of the piston bore por-.- tion, an imperforate cylindrical wall portion joined to the converging portion and defining a space communicating with the combustion space for the reception of valve mechanism, an overhanging member joined to the outer end of the cylindrical wall portion and having outwardly extending circumferential flanges adjacent to the ends thereof together withy strengthening webs joining the flanges and the overhanging member and extending substantially axially of the cylinder.

5. In an-internal combustion engine, the combination of a cylinder structure having a piston bore portionand a contractedl portion extending to thev outer end of the structure and a supporting member overhanglng the cvlinder structure and-joined to the outer end of the contracted portion for sustaining the weight of the cylinder structure and for resisting working forces, whereby the cylinder structure is free to expand and to contract with respect to the supported end and whereby it is relieved of axial working stresses, the surfaces vof the cvlinder structure andiof the supporting member being' surfaces of revolution about a single axis.

6. In an engine, the combination 'of acyl-j inder construction including piston bore-and contracted portions and supporting-jacketforming means connected to the contracted portion of the cylinder construction beyond its combustion space and defining, with respect to the construction, an uninterrupted annular cooling space extending beyond the combustion space, said means constituting the sole support for the cylinder construction, whereby the latter is free to expand and to contract and is relieved of axial working forces in service.

7. In an engine, the combination of a cylinder construction including piston bore and contracted portions, said contracted portion defining a convergent combustion space, a supporting jacket member connected to the contracted portion beyond the combustion space, and means cooperating with the supporting jacket member `to define a cooling space withrespect to the cylinder construction extending beyond the combustion space,

said jacket member constituting the sole support for the cylinder construction, whereby the latter is free to expand and to contract andis relieved of axial working forces in service.

8. In an engine, the combination of a cylinder support having an opening therein, a cylinder construction extending through the opening and spaced from the wall of the latter and including piston bore 'and contracted' portions, a jacket member connected to the support, 'extending outwardly from 'the latter and joined to the contracted portion of the cylinder construction beyond the combustion space of the latter, meansextending through the opening and cooperating with said jacket member and with the cylinder construction to: define an annular cooling space which extends beyond the combustion space. f

9. In an engine` the combination of a support, a-cylinder construction including pistton bore and contracted portions and the contracted portion defining a convergent combustion space, l and an' overhanging jacket member having its outer end extending inwardly and formingfan annular' connection with the contracted portion beyond the combustion space andhaving its other end connectedl to the support and constituting the-sole supportingmeansfor the cylinder construction.

10. In an internal combustion engine, the

`combination of a horizontal tabular. supporthaving va vertical cylindrical opening therein, a vertical cylinder constructionA including piston bore and neck portions joined by Va flaring portion, said piston bore portion extending through said opening and above and below the upper` and the lower sides of said support, being spaced Ifrom the walls of the opening, and having exhaust ports below thejsupport, an overhanging jacket member connected to the upper slde of said support, extending upwardly from the latter and theninwardly to form an annular connection with the neck portion.

spaced outwardly from the junction of the neck and Haring portions, and means including a tubular member extending through said opening and cooperating with the jacket member to define a cooling space extending above the flaring portion.

11. In` an internal combustion engine, the combination of a cylinder having a piston bore portion and a contracted mperforate tubular portion defining a convergent combustion space and deining a cylindrical space above the combustion space tor the reception of a valve cage, a valve cage in said cylindrical space and having fluid passages having inlets beyond the outer end of the contracted portion and outlets' for discharging into the convergent combustion space, means for supporting the cylinder connected to the contracted portion thereof, whereby the cylinder is free to expand and contract with respect to the point ot' support, a jacket construction for the cylinder including means whereby it may accommodate its length to that of the cylinder and including a member integral with the end of the piston bore portion remote from the contracted p0rtion, an annular series of conduit members integral with the piston bore portion and -with said jacket member and bridging the space vtherebetweeen to provide for the disv charge of products of combustion from the cylinder.

12. In an internal combustion engine, the

combination of acylinder including a pis'- ton bore portion and a contracted imperforate tubular portion, the contracted portion dening a converging combustion space,

means connected to the outer end of the contracted portionand constituting the sole support for the cylinder, whereby the opposite end of the piston bore portion is free to move incident toexpansion and contraction of the cylinder, a valve cage fixed Within the contracted portion, said cage having an opening substantially coaxial with the cylinder bore, said opening having an inlet beyond the outer end of the contracted portion and` having at its outlet a conical seat whose direction of flare is-substantially the same as that of the inner surface of t e flaring` portion of the contracted portion, a valve having a conical portion cooperating with said seat and the valve and the seatcooperating to direct air passing through said opening into contact with the surface of said flaring portion, and a circumferential series of exhaust openings at the other end of the cylinder.

13.` In an engine, the combination of a one-piece, bottle-shaped cylinder, jacket -me'mbers connected tothe ends of the cylber which is connected to the neck portion of the cylinder.

14. In an internal combustion engine, the combination of a cylinder construction comprising a one-piece cylinder member having sleeve members joined to the ends of the latter, surrounding the,` cylinder member, spaced therefrom, vand Aextending toward each other, and a. jacket member secured in place with respect to one sleeve member and having a Huid-tight sliding lit with respect to the other sleeve member.

15. In an internal combustion engine, the combination of a support. a bottle-shaped cylinder including neck and cylindrical bore portions joined by a flaring portionsaid flaring portion. defining a converging combustion space and the neckportion being constituted by an impertorate sleeve-like member, a jacket member connected to the support and to the outer end of the neck portion beyond the combustion space for supporting the cylinder, whereby the latter is free to expand and contract with respect to the point of supportand whereby the cylinder is relieved of axial Working,r stresses, and means separate from the support and cooperating With said jacket member to constitute a cooling jacket for the cylinder.

16. In an internal combustion engine, the combination with a cylinder support, a cylinder, a jacket member jointed to the combustion end ot the cylinder, surrounding a portion ot' the latter, and connected to the support, a jacket member joined to the other end ot the cylinder and surroundingr a portion of the latter adjacent to that end, and a third jacket member connected to the first jacket member and having: a telescopic `t with respect to the second jacket member.

17. In 'an internal combustionr engine the combination of a cylinder, an outer Wall intherewith a cooling jacket, and means for supporting said cylinder atV oneend whereby it is free to expand and contract atthe other end. v

`18. In an internal combustion engine, the combination of a cylinder support having an opening, a cylinder extending through the opening, an annular oyerhanging wall having one terminus fixed to t-he combustion end of the cylinder and having its other terminusv fixed to the support and cooperating with the cylinder `to define a cooling space for the latten, a wall member connected to the other end of the cylinder and defining a cooling space with respect thereto, and a "tubular to the support and constituting a sole supporting means for the cylinder,.a jacket member joinedtto the other end of the cylinder and surrounding a portion of the cylindcr at that end, and a third jacket member extending through the opening and having i at one end a peripheral ilange disposed between the peripheral flange .of the lirst jacket member and the support and having its other end telescopically engaging the second jacket member. i

20. In an internal-coinbustion engine, the combination of' a cylinder construction comprised by piston bore and neck portions joined by `a conical portion, said neck portion being constituted by a cylindrical wall which is imperforate throughout its length and which defines an axial opening for the reception of valve mechanism, a' conical sleeve for supporting the cylinder const-ruct-ion, joined to the outer end ot' the neck portion and spaced from the latter andl from the conical portion, a secondsleeve member carried by and joined to the end of the piston bore portion opposite to the conical p0rtion, said second sleeve member surrounding and being spaced from the piston bore portion, and a third sleeve member connected to the conical sleeve member and having a telescopic fluid-tight lit with respect to the second sleeve member.

21.- In an internal combustion engine, the combination of a` bottle-shaped cylinder construction comprising piston bore and neck portions connected by a flaring portion, the neck portion consisting of' an imperforate cylindrical Wall which defines an opening disposed axially of the construction it'or the reception of a valve cage, a sleeve member for supporting the cylinder construct-ion joined to the outer en'dof the neck portion and surrounding the latter and the flaringl portion and spaced therefronrtok define a vcooling space, and a. valve cage in the axial o ening of said neck portion, said cage provlded with fluid passage means having inlets arranged above the outer end of said neck,

tion joined by a flaring portion, said neck portion being imperforate throughout its length and having an axial opening for the reception of valve-mechanism, a valve cage in said opening andy having iiuid passages provided with inlets beyond the outer end of the neck portion and with outlets at the lower end thereof aranged to discharge into said flaring portion, a sleeve member joined to the outer end of the neck portion and surrounding and spaced from the neck and flar- 'ing port-ions and provided with means for supporting the cylinder construction, a sleeve member joined to the other end of the piston bore portion and surrounding and being 4 spaced from the piston bore portion adjacent that end, and a jacket member having one end secured in place with respect to the first sleeve member and having a telescopic, fluid* tight fit Withrespectto the second sleeve member.

. 23. In an internal combustion engine, the combination of a one-piece, cast, cylinder construction having overhanging sleeve inembers joined to the ends thereof and extending toward each other, a jacket member having one end secured in place With respect to one sleeve member and having its other end telescopically engagingthe other sleeve member with a fluidntight .fit,' and conduit means joined to the cylinder construction and to said last-named sleeve member and bridging the space therebetween to provide for the exhaust of products of' combustion from the cylinder construction.

'24. In an internal combustion. engine, the combination of a cylinder support, a cylinv der connectedat its explosion end to vsaid support and having its other end free to move to provide for longitudinal contraction and expansion of the cylinder, a sleeve mem-' ber connected tothe other end of the cylin der and surrounding and spaced fijom the portion of the cylinder adjacent to that end, a jacket member secured in place'at one end With respect to the cylinder at the explosion endof the latterand having a telescopic fit with. respect to said sleeve member at its other end, conduit lmeans joiningthe cylinder and the sleeve member and bridging the spacetherebetween to provide for the exhaust of products of combustion from the cylinder, and an exhaust collector surroundthe exhaust ports and which define a sub stantially annular exhaust collection champort and free to expand and contract lengthJ Wise with respect to the point of support, exhaustports near the other end of the lcylv linder construction, and an exhaust collector suspended from the lower side'of the support and having Walls which slidably engage the cylinder' construction above and Vbelow the exhaust ports to define a substantially annular exhaust collection chamber.

27. In an internall combustion engine, the

vcoinbination of a cylinder support, a cylinder \connectxed at its explosion end tosaid' support, and free to expand and contract relative to the support, an external Wall `integral with the lower end of the cylinder and surrounding the latter, a member with which sai Wall cooperates yto provide a space for cooling medium, conduit means integral with the cylinder and with said wall, bridging the space therebetween, and communicating interiorly withl the cylinder and'exteriorly of-,the wall to provide for the egress of products of combustion from the cylinder, an exhaust collectorsurrounding -said wall and having communication with said conduit means and slidably engaged by said wall.

28. In-an internal combustion engine, the combination of a crank shaft casing, a frame supported on the casing, a cylinder support' on the frame, a cylinder, means for connecting the cylinder to the support, and tension members connecting the cylinder support with the crank shaft casing.

29. In an internal combustion engine, the combination of a crank-shaft casing, a cylinder support on the frame, a c linder, tension means connectingthe cylin er tothe support, and tension members connecting the cylinder support with the crankshaft casing, ,said tension members being normally under aninitial tension in excess of the stress resulting from fuel combustionv in the cylinder. v

30. In an internal `combustion engine, the combination of a bed, a` frame,-a cylinder support on the frame, a cylinder, a member having a Wall defining a surface offre-volution which is-spaced from the cylinder to define a cooling space, means for connecting the cylinder to said member, means for connecting the member tc the cylinder support, and tension means for connecting the bed, frame. and cylinder support.

-31. In an internal combustion engine, the combination of a bed, standards on the bed, lateral braces connecting the standards, spacers on the upper portion of the standards, a cylinder support on the space tension members connecting said bed, standards, spacers and cylinder support, and ,a

cylinder supported at its head on said cylinder support and free to expand and .contract longitudinally with. reference to the cylinder support..

32. In an internal'combustion engine, the

combination ot' a bed, standards on the bed, lateral braces connecting the standards,

:spacers on Ithe upper portonof the stand' ards, a cylinder support on the standards, t

tension members connecting said bed, stand-v ards. spacers andcylinder support, and a cylinder extending through an opening in the cylinder support and having an overhangi'ng external flange connected by tension devices to said cylinder support. y

33. In an internal combustion engine, the ,combination ofv a bed, groups oflstandards on the' bed, spacers'on the upper portions of the said standards, cylinder supports on thel spacers, means connecting the spacers of ad- ]acent groups, tensionl members connecting said bed, standards, spacers and cylinder supports, and cylinders supported at their heads on said cylinder supports and free to `expand and contract longitudinally with reference to thel cylinder sup rts.

34. In an internal combustion engine, the combination of a bed, groups of standards on the bed, spacers on the upper portions of the said standards, cylinder supports on the spacers, web members connecting the spacers of adjacent groups, tension members' connecting said bed, standards, spacers and cyl- -inder supports,'and cylinders supported at their heads on said cylinder supports. and free to expand and contract longitudinally with reference to the cylinder supports.

35. In an internal combustion engine, the

Vfree to expand and contract longitudinally with reference to the cylinder supports.

36;.In an internal combustion engine, the combination of a bott-leshaped cylinder having neck, fiaring, and cylindrical bore portions, a cylinder support, a supporting member .connected to the outer end of the neck portion, tension means for holding the supporting member to the cylinder support, a-

valve cage fitting in the neck and having a flange at 'its outer end, and tension means of less total strength than the first tension means for holding thecage in Vplace with re- -spect to the cylinder.

37 .'In an internal combustion engine, the combination of a cylinder having a con' tracted combustion space at the outer end of the piston bore and communicating with an axially-disposed valve-cage-receiving opening, supporting means connected tothe outer end of the cylinder, a cylinder support, .tension bolts for connect-ing the supporting means to the cylinder support, a valve cage in said, opening, and tension bolts of less total cross-sectional area than the first bolts for securing the cagein position with respect to the cylinder.

38. In an engine, the combination of a cylinder having lan opening to receive valve mechanism in the head thereof, a valve cage in the opening, a fluid supply chamber surrounding the cage, aflange carried by. the cage, and means for clamping the chamber between the flange and the head of the cylinder. p

39. In an engine, the combination of frame members, pedestals carried by the frame members, a cylinder support carried by the pedestals and having an opening 'for a cylinder, a cylinder in the opening, supporting means connected to the upper-side of said support and joined to the upper end of the cylinder, exhaust ports extendingl'through the cylinder wall and disposed below the lower side of said support, and an exhaust collector communicating with the exhaust ports and connected directly Vvto the lower side of said support between the latter and the frame members and in the space delined by the pedestals.

40, In an internal combustion engine, the combination of a cylinder support having a plurality of openings therein for cylinders, cylinders in the openings and connected to one side of the supportfexhaust means for the cylinders at the other side of the support, and exhaust collecting apparatus carreddirectly by the latter side of said support and communicating withl the exhaust means of the cylinders.

41. In an internal combustion englne, the combination of a cylinder support havlng a plurality of openings therein for cylinders,

cylinders in the openings, exhaust means 'for t e cylinders below the support, and substantially annular exhaust collecting chambers surrounding the cylinders, communicating with said exhaust meansfand carried directly by said support.

42. In'an internal combustion engine, the combination of a horizontal support. for a cylinder, land having an opening for a Cyl? inder, a jacketed vertical-'cylinder in the opening, anged supporting means connected to the cylinder and resting on the upper side of the support, exhaustports for the cylinder arranged near v-the end of the latter opposite to the end connected to/ the flanged support ingmean's and extending across the Jacket space, and exhaust collectin meansA surrounding the jacketed cylin er, communithe cylinder and below the bearings to hold the intervening structure under compression to resist working forces' of the engine.

44. In an internal combustion engine,` the comblnation of crank shaft bearings, a cylinder, a cylinder support, a frame intermediate said support and said bearings, means for fastening the cylinder to t-he support, tension members'connecting said support to sald bearings, and means to tension said members uniformly throughout substantially their entire length.

45. In an internal combustion engine, the combination of engine supporting means including a crank shaft casing, an engine cylinder, a support for the cylinder, a frame between the engine supporting means and the cylinder support, means for connecting the cylinder to'its support, bearing supports extending transversely of the'crank shaft casing, crank shaft bearings carried by the bearing supports, tension rods extending through the cylinder and bearing supports and arranged at each side of the axis of the bearings, and means cooperating withl the ends of the rods above the cylinder support and below the bearing supports and the crank shaft casing to place the rods under initial tension in order to clamp the intervening structure together under compression during engine operation.v

46. In an internal combustion engine, the combination of an engine support, an engine cylinder, crank shaft bearings, means for spacing the outer end of the cylinder and the bearings from the support and for spacing the bearings fromthe outer end of the cylinder, and tension rods passing through the spacing means and terminating in the zone of the outer end portion of the cylinder/and below the bearings-to'hold the intervening structure together under compression for resisting working forces of the engine. 1 47.l In an internal combustion engine structure, the combination of a horizontal ,cylinder support, a vertical cylinder conof the latter,` and means cooperating with the endsvof 'therods and accessible externally of the engine structure to place the rods under initial'tension in order to main- 

